Dissertations / Theses: 'Urban railway'

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Viljoen, Hans. "urban movERS : ELEVATED RAILWAY STRUCTURES AND URBAN LIFE." Thesis, KTH, Urbana och regionala studier, 2018. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-232671.

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Elevated railway structures (ERS) has for more than a century been evolving as an urban archetype. Present in various forms in cities across the globe, to transport the increasing number of citizens, ERS are urban infrastructures that perform a vital role in curbing congestion and pollution that plague cities so often. In spite of their sustainable transport benefits, ERS are often viewed negatively as noisy, ugly and severing urban form, amongst other problems which will be elaborated on - problematising ERS. A theorisation of these problems follows, looking at ERS as an urban type, an infrastructural typeand other typologies. 39 types of ERS interventions are described as the result of a global literary and experiential search of various instances of ERS and projects that seek their urban integration. It is a search for the potentials of ERS to contribute to urban life and urban form, beyond their main transport function - potentializing ERS.

2

Tong, Soen, and 唐恂. "Noise mitigation in urban railway operations." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 1999. http://hub.hku.hk/bib/B31254391.

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Tong, Soen. "Noise mitigation in urban railway operations /." Hong Kong : University of Hong Kong, 1999. http://sunzi.lib.hku.hk/hkuto/record.jsp?B21301463.

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Ho, Kin-wai Stephen, and 何建威. "Railway terminal as an urban landmark, Admiralty." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 1994. http://hub.hku.hk/bib/B31982025.

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Thancanamootoo, Sivananda. "Impact of noise from urban railway operations." Thesis, University of Newcastle Upon Tyne, 1987. http://hdl.handle.net/10443/359.

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This thesis concerns the noise nuisance that results from the operation of urban railways and reports on a case-study of the impact of the Tyneside Metro on residents living in close proximity to the railway tracks. The study was based upon parallel related surveys in the vicinity of Wallsend and Walkergate, during the period August to November 1983: one, a subjective questionnaire survey of perceived noise-nuisance and the other, an objective set of measurements of the actual noise conditions prevailing there. A review of the methods of current practice in the control or urban railway noise demonstrates that regular maintenance of the rails and train wheels is still the most effective way of keeping noise under control at source. Nevertheless, with high speeds of operation, considerable noise nuisance is likely to be experienced by residents nearby. The Metro is the biggest source of noise and noise-nuisance for people exposed to noise levels of over 60 18H Leq dB(A), although the noise annoyance model constructed from the data showed that half of the annoyance felt by respondents could not be explained. Other factors which affect annoyance include vibration, perception of other transport noises, the subjects' ages and whether or not they own the property they occupy. Metro is generally perceived to be quieter and to cause less vibration than the diesel trains (DMUs) which preceded it. The equivalent continuous noise level (Leq) appears to be the most practical of all the various noise indexes for measuring railway noise annoyance. Finally, informal conversation with respondents in the course of a social survey can provide valuable insight into the mental and psychological processes of perception.

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Ho, Kin-wai Stephen. "Railway terminal as an urban landmark, Admiralty." Hong Kong : University of Hong Kong, 1994. http://sunzi.lib.hku.hk/hkuto/record.jsp?B25945117.

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7

Froggatt, Thomas. "Recycled railway corridors : an urban design perspective." Thesis, University of Nottingham, 2017. http://eprints.nottingham.ac.uk/40145/.

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In order to present an urban design perspective on recycled railway corridors this research considers the importance of place qualities to selected regional and neighbourhood transit contexts, also the spatial implications of a variety of certain differing transit modes are reviewed. This examination considers normative urban design criteria in relation to concepts of sustainable, transit-supportive built environments. This notion required a conceptual framework which accommodates the sophisticated and subjective aspects of regional design. Further, a visual methodology capable of accumulating significant quantities of data relevant to urban design was requisite. A qualitative case study strategy of inquiry was therefore adopted. Three UK recycled railway corridors were selected as case studies and considered independently and interdependently. This comparative analysis was predicated upon a variety of sources; archival, documentary and observational. This research uncovered urban design truths in the empirical context of recycled railway corridors. A high proportion of the instances examined in this research illustrate perfunctory urban design responses to public transit spaces, both in the regional and neighbourhood contexts. These instances were evocative of influences that prompt homogenisation in the anatomy of the built environment, with the automobile-dominated landscape showing prevalence. In these instances, normative urban design qualities were largely absent from the public realm. In lieu of these qualities ‘anywhere’ design responses, that failed to address issues of authenticity and place specificity, occupied those important spaces that relate to the public transit systems. However, this condition was not ubiquitous. This research examined instances where careful interdisciplinary ‘joined-up thinking’ has led to a set of place specific, transit supportive urban designs. Here, the opportunities inherent at the convergence of public transit systems and the human scale public realm have been taken advantage of. This has been achieved through the consideration of issues such as palimpsest, rootedness and place specificity, which have resulted in exemplars of bespoke, transit supportive urban designs.

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Lam, Kwok-chun. "An evaluation of the role of the mass transit railway system in the urban development of Hong Kong 1979-1996 /." Hong Kong : University of Hong Kong, 1997. http://sunzi.lib.hku.hk/hkuto/record.jsp?B19130971.

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Ontepeli, Mehmet Bahadir. "Conceptual Cost Estimating Of Urban Railway System Projects." Master's thesis, METU, 2005. http://etd.lib.metu.edu.tr/upload/12606177/index.pdf.

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Conceptual cost estimates play a crucial role on initial project decisions although scope is not finalized and very limited design information is available during early project stages. At these stages, cost estimates are needed by the owner, contractor, designer or the lending organization for several purposes including
determination of feasibility of a project, financial evaluation of a number of alternative projects or establishment of an initial budget. Conceptual cost estimates are not expected to be precise, since project scope is not finalized and very limited design information is available during the pre-design stages of a project. However
a quick, inexpensive and reasonably accurate estimate is needed based on the available information. In this study, conceptual cost estimating models will be developed for urban railway systems using data of projects from Turkey. The accuracy of the models and advantages of the study will be discussed.

10

Yeung, Sze-hang Jess. "Adaptive social underground linkages urban interface for Mass Transit Railway." Click to view the E-thesis via HKUTO, 2004. http://sunzi.lib.hku.hk/hkuto/record/B31987412.

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Yeung, Sze-hang Jess, and 楊思恆. "Adaptive social underground linkages urban interface for Mass Transit Railway." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2004. http://hub.hku.hk/bib/B31987412.

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Xie, Xun, and 谢洵. "Urban transition: redevelopment of Guangzhou East Railway Station frontage space." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2010. http://hub.hku.hk/bib/B47152795.

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Fernando, Harsha. "Railway-related transport nodes and their potential role in creation of public realm." Thesis, Hong Kong : University of Hong Kong, 2002. http://sunzi.lib.hku.hk/hkuto/record.jsp?B25799101.

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Cheung, Tat-hung Dexter. "Tokwawan underground railway districtation a new public realm for revitalization of old settlement in Hong Kong /." Click to view the E-thesis via HKUTO, 2004. http://sunzi.lib.hku.hk/hkuto/record/B31986997.

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Harris, Nigel G. "The maximisation of net revenue from passenger services on inter-urban railway routes." Thesis, University of Newcastle Upon Tyne, 1987. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.278791.

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Neres, Rodrigo Morganti. "Estação ferroviária como terminal intermodal: uma aproximação a partir de três escalas de intervenção." Universidade de São Paulo, 2018. http://www.teses.usp.br/teses/disponiveis/16/16136/tde-28012019-164759/.

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Frente ao caráter fragmentado do espaço urbano das cidades contemporâneas, as infraestruturas de mobilidade e as redes de comunicação atuam como elementos de articulação. Nesse contexto, o transporte de pessoas tem papel fundamental de estruturação do território urbanizado que não se caracteriza apenas por laços de proximidade, sendo as estações ferroviárias nós articuladores das redes de fluxos e parte fundamental desta equação. Este trabalho aborda a inserção de grandes estações ferroviárias localizadas em áreas centrais nos intensos fluxos de escala regional e metropolitana e, ao mesmo tempo, sua consolidação como protagonistas na dinâmica urbana, atuando como geradores de urbanidade e vitalidade nas cidades. Relacionando o papel de centralidade destes equipamentos, sua inserção no território, sua função na rede de transporte e a relação com os espaços públicos do seu entorno, a pesquisa parte da reflexão teórica que enfrenta questões da contemporaneidade para assim analisar as estações através de estudos de caso. Busca, portanto, avaliar as condicionantes atuais que envolvem os grandes terminais intermodais de passageiros que tem o transporte ferroviário como elemento principal.
Given the fragmented nature of urban space in contemporary cities, mobility infrastructures and communication networks act as articulation elements. In this context, the transportation of people has a fundamental role in the structuring of the urbanized territory, which is not only characterized by proximity ties. The railway stations are among the articulators elements of flow networks and are a key part of this equation. This work addresses the insertion of large railway stations located in central areas in the intense flows of regional and metropolitan scale and, at the same time, their consolidation as protagonists in the urban dynamics, acting as generators of urbanity and vitality in the cities. Relating the central role of these equipments, their insertion in the territory, their function in the transportation network and the relation with the public spaces of their surroundings, the research starts from a theoretical reflection that faces contemporary issues to analyze the stations through studies of case. It seeks, therefore, to appraise the current requirements that involve the large intermodal passenger terminals that have rail transport as the main element.

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Cruz, Thais Fátima dos Santos. "Paranapiacaba: a arquitetura e o urbanismo de uma vila ferroviária." Universidade de São Paulo, 2007. http://www.teses.usp.br/teses/disponiveis/18/18142/tde-10122007-090438/.

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A vila ferroviária de Paranapiacaba, pertencente ao município de Santo André (SP), tem seu núcleo urbano localizado no topo da Serra do Mar, recebendo originalmente a denominação de Alto da Serra. Sua origem deveu-se à construção da primeira ferrovia paulista, a São Paulo Railway Company Ltd (SPR), empresa constituída em Londres, responsável também pela implantação e administração das Vilas Velha e Martin Smith. O trabalho realizou o levantamento, análise e discussão das transformações da vila ferroviária de Paranapiacaba, em especial de sua arquitetura e dos traçados dos três núcleos urbanos existentes, a Parte Alta, a Vila Velha e a Vila Martin Smith, cujas implantações se deram em momentos distintos e de formas diferentes. Constatamos que no período de 1860 a 1946, em que a SPR esteve sob controle inglês, foi instalada em Paranapiacaba uma moderna infra-estrutura urbanística para a realidade brasileira daquela época, representando um exemplo pioneiro e único de cidade empresarial projetada, construída e administrada pela SPR, que ainda preserva parte significativa de suas características arquitetônicas e urbanísticas originais.
The railway Paranapiacaba village, which belongs to the city of Santo André (SP), has its urban ucleus located at the top of a mountain range called Serra do Mar, and it was previously called Alto da Serra. Its origin comes from the building of the first railway in the state, the São Paulo Railway Company Ltd (SPR), the british company was also responsible for the planning, construction and administration of Vila Velha and Martin Smith village. This work has made a data collecting, analysis and discussion of the changing of railway Paranapiacaba village, especially its architecture and the town planning in three different nuclei Parte Alta, Vila Velha and Martin Smith Village, whose settlement happened in distinct moments and in different ways. During the years 1860 and 1946, when SPR was under british control, was built a modern urban substructure for the time in Brazil, representing a pioneer and the only example of an enterprising city which was projected, built and administrated by SPR, that till today has still kept most of its original architecture and urban characteristics.

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Machado, André Gonçalves de França. "Marvila. Uma nova centralidade. Integração infra-estrutural e renovação do tecido urbano." Master's thesis, Faculdade de Arquitectura de Lisboa, 2011. http://hdl.handle.net/10400.5/4001.

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Tese de Mestrado em Arquitectura com Especialização em Planeamento urbano e Territorial
O ordenamento do território definiu, nas últimas décadas, o conceito de cidade pós-industrial. Esse conceito acabou por ter repercussões no desenvolvimento das cidades condicionando as mudanças desde aí verificadas. Na investigação desenvolvida, procura-se abordar a temática das infra-estruturas ferroviárias e industriais, avaliando os seus impactos no território , bem como as suas potencialidades. Uma vez que nos deparamos com fenómenos de fragmentação do tecido urbano e a sua consequente fragmentação social devido aos efeitos da implantação de tais infra-estruturas, procuraremos assim encontrar novas formas de aproximação a estes elementos fulcrais nas nossas cidades, explorando conceitos como mobilidade e centralidade urbana, com vista a aplicá-los no contexto de uma estação ferroviária e da sua envolvente respondendo à questão de como estes elementos poderão servir como pólos estruturantes da malha urbana e geradores de desenvolvimento e coesão urbana. Os conceitos e teorias assimilados servirão como base teórica para a elaboração de um projecto urbano que responda às questões levantadas, testando a sua aplicabilidade num território concreto situado numa zona da frente ribeirinha oriental de Lisboa.
ABSTRACT -Over the last decades, urban planning as introduced the concept of post industrial cities. That concept, inevitability as caused repercussions on the cities development conditioning the changes since then verified. On this investigation, we try to approach the theme of railway and industrial infrastructures, analyzing its impacts on the territory as well as its opportunities. Since we are now encountering factors like urban tissue fragmentation and its resulting social fragmentation due to the effects caused by such infrastructure, we will then try to find new ways of approaching these vital elements of our cities exploring concepts like urban mobility and centrality, with the aim of applying them in an train station and its surroundings context, answering the question of how can these elements serve as structuring hubs of the urban tissue and be generators of development and cohesion. The concepts and theories acquired will serve as a theoretical foundation for the elaboration of an urban project that addresses the questions raised, and test its applicability on a concrete territory situated in the oriental waterfront zone of Lisbon

19

Wright, Linda B. "The analysis of UK railway accidents and incidents : a comparison of their causal patterns." Thesis, University of Strathclyde, 2002. http://oleg.lib.strath.ac.uk:80/R/?func=dbin-jump-full&object_id=21184.

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An essential assumption for the usefulness of near miss reporting is the common cause hypothesis: the causal pathways of near misses are supposed to be similar to those of actual accidents (such as injuries and damages). The common cause hypothesis was originally proposed by Heinrich (1931) in his seminal book "Industrial Accident Prevention". Since then, the hypothesis has been alternately supported and rejected based on a confounded view of the interdependence of severity, frequency and causation. The evidence from various studies is examined and it is concluded that the hypothesis has not been properly tested. Thus this thesis tests the validity of the common cause hypothesis. In order to develop the methodology to test the ommon cause hypothesis analytical work in the area of incident analysis and reporting was required. Thus this thesis also outlines the approaches to accident and incident analysis and makes several recommendations regarding the use of taxonomies and reporting systems. A reporting and analysis system (CIRAS) for the collection and analysis of near misses and unsafe acts and practices was developed and implemented for use in the UK railway industry. This reporting and analysis system formed the basis for the test of the common cause hypothesis. Data used to empirically test the common cause hypothesis come from one company of the UK railway industry. Three types of data were used: incidents resulting in 'fatality & injury', 'damage' or 'near miss''. A total of 240 incidents were collected via management reports and a voluntary reporting system. All incidents were coded for causal factors according to the CIRAS (Confidential Incident Reporting and Analysis System) taxonomy. A total of 750 causal factors were assigned to the 240 incidents. Analysis was performed on a comparison of the proportion of codes occurring at all three consequence levels using Chi-square analysis. Results : The CIRAS taxonomy consists of 21 individual causal factors. Only three of these factors (knowledge based, training and procedures) were significantly different across the three severity levels. It is therefore concluded that this research provides qualified support for the common cause hypothesis.

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Tsang, Chiu-chun Leo. "Urban planning for equal opportunity for the blind in Hong Kong : a case study of transportation facilities planning in public mass transits /." Hong Kong : University of Hong Kong, 1997. http://sunzi.lib.hku.hk/hkuto/record.jsp?B19130880.

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Yaqub, Lina Ghanim. "The Impact of the Baghdad–Berlin Railway on the City of Mosul: Urban Form, Architecture, and Housing." University of Cincinnati / OhioLINK, 2019. http://rave.ohiolink.edu/etdc/view?acc_num=ucin1563873149099958.

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Saarinen, Oiva. "Sudbury: A Historical Case Study of Multiple Urban-Economic Transformation." Ontario Historical Society, 1990. https://zone.biblio.laurentian.ca/dspace/handle/10219/288.

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Sudbury serves as a relevant historical case study of a settlement that has undergone several transformations since its inception as a fledgling village in the latter part of the nineteenth century. Though changes of this kind have been frequent in Ontario, they have not normally happened to hinterland resource communities. This article suggests that Sudbury is unique in this regard, having evolved through five distinct stages: (I) a railway company village, (2) a colonial-frontier mining town and city, (3) a regional central-place, (4) a declining metropolis, and (5) a nearly selfsustaining community. The constant restructuring of Sudbury's society and economic base has been caused by a variety of external and internal forces, among which the "human dynamic" has been vital and ever present. The paper suggests that under certain circumstances a resource community can progress from a staples and boom-bust existence to a more sustainable urban economy based on local and regional influences.

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Brandão, Simone Buiate. "A antiga linha férrea de Goiânia. De símbolo da modernidade à obsolescência." Universidade Federal de Goiás, 2017. http://repositorio.bc.ufg.br/tede/handle/tede/7776.

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This research is an agony verbalization for what has been left to oblivion in Goiania’s landscape, the ancient railroad of Goiás Railway. It used to be the modernization symbol of Goiás State and of the city construction, it was built in the 1950’s, from the extension of a railroad branch originated in the trunk line Araguari – Anápolis. The railway used to cross the whole state, to the north of the country, with the goal to reach the new capital of sertão, Brazil’s very deep country side, departing from Leopoldo de Bulhões and getting into the city perimeter up to Campinas, the oldest district in Goiânia. However, the golden years of the railway were too short, the late arrival of the trails coincided with the highways’ fast progress in the country, while the railways suffered many reflexes from the lack of investments and serious financial problems, besides the undercarriage’s obsolescence. Thus, a dream coming true became a nightmare, resulting on the partial deactivation process of the rail branch. This had boosted the increase of irregular neighboring areas occupations, the abandonment of spaces and the immediate removal of some trails. However, remains of a railway area were left, such as the stations, few residences and trails which unveil a past. This past is present like a ghost, who still walks by the city almost unseen by great majority of the population. Having this in mind, the aim of this study is to elaborate a story in order to understand and analyze the landscape that has been transformed along the years with the insertion of this modernity instrument in the urban tissue of Goiânia. The methodological procedures were based on bibliographic researches, documents analysis, on printed and electronic material from private and public institutions, on field and mapping services. This work helped us to understand how the railway has interfered in the formation and transformation of the space along the years until today, unveiling four distinct axes: the superposition axe, a path where nowadays one can find the Leste-Oeste Avenue, which has replaced the trails; the destruction axe, which comprises the Trabalhador Square, where one can find the Railway Station that suffers constant reuse try-outs, but nowadays is abandoned; the crossties’ cemetery, a path full of railway remains; and, finally, the resistance axe, the only path where the train still operates. In this way, this study tries to fulfil a gap in Goiás Railway’s history that has not been registered yet. At the same time, it establishes a base for new stories that could deeply explore each axe identified.
A presente pesquisa é a verbalização de uma angústia por aquilo que está caindo no esquecimento na paisagem de Goiânia, a “antiga” linha da Estrada de Ferro Goiás. Símbolo do processo de modernização do Estado de Goiás e da construção da cidade, a ferrovia foi implantada na década de 1950, por meio da extensão de um ramal que partiu da linha tronco - Araguari – Anápolis. A ferrovia percorria todo o Estado, sentido norte do país, com o objetivo de atingir a nova capital do sertão, saindo de Leopoldo de Bulhões e adentrando o perímetro urbano até Campinas, distrito originador da cidade de Goiânia. Entretanto, os tempos áureos da estrada de ferro foram curtos, a chegada tardia dos trilhos coincidiu com o progresso vertiginoso das rodovias no país, enquanto as ferrovias sofriam sérios reflexos da falta de investimentos e graves problemas financeiros, além da obsolescência de materiais rodantes. Logo, aquilo que foi a realização de um sonho se transformou em pesadelo, resultando no processo de desativação parcial do ramal. Isso impulsionou o aumento de ocupações irregulares dos bairros do entorno, o abandono de algumas áreas e a retirada imediata dos trilhos em alguns trechos. Entretanto, restaram os resquícios de uma era ferroviária como as estações, algumas residências e alguns trilhos que revelam um passado. Esse passado se faz presente como um fantasma, que ainda transita pela cidade quase imperceptível aos olhos da grande maioria da população. Tendo isso em vista, o objetivo deste estudo foi elaborar uma narrativa para compreender e analisar a paisagem que se transformou, ao longo dos anos, com a inserção desse instrumento da modernidade no tecido urbano de Goiânia. Os procedimentos metodológicos basearam-se em pesquisas bibliográficas, pesquisa documental em acervos impressos e eletrônicos, de instituições públicas e privadas, em trabalho de campo e mapeamento. Esse caminho ajudou a compreender como a ferrovia interferiu na formação e transformação do espaço ao longo dos anos até o presente, revelando quatro quadros distintos: o eixo da sobreposição, um trecho onde hoje se faz presente a Av. Leste-Oeste, que substituiu os trilhos; o eixo da destruição, que compreende a Praça do Trabalhador, onde se encontra a Estação Ferroviária que sofre constantes tentativas de reuso, mas que atualmente encontra-se em estado de abandono; o cemitério dos dormentes, um trecho carregado de resquícios ferroviários; e finalmente, o eixo da resistência, o único trecho por onde o trem ainda circula. Assim, esta dissertação tenta preencher uma lacuna da história da Estrada de Ferro Goiás ainda não contada, ao mesmo tempo em que lança uma base para novas narrativas que possam explorar profundamente cada quadro identificado.

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Parkhurst, Graham. "Changing tracks : the influence of a new light railway on perceptions of urban space and travel decisions." Thesis, University of Oxford, 1997. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.361837.

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Ying, Dongxuan. "Hang-Yong High-Speed Railway and Ningbo’s Industrial Structure: A Conceptual Analysis." VCU Scholars Compass, 2014. http://scholarscompass.vcu.edu/etd/3660.

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High speed railway and promote the economic development of the city. So the operation of high-speed railway in Ningbo to Hangzhou, Ningbo’s opportunity and challenge, tourism, transportation, business, industry, real estate industry, headquarters economy, financial, cultural and creative industries, attract talent. Although short-term high iron research is very difficult to see effect, but through some research can guess and judge the impact of high-speed rail industry of Ningbo city and some Suggestions put forward the Ningbo, Hang-Yong high-speed railway.

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Santos, Ana Rita Venda. "O (re)despertar dos Bairros Ferroviários." Master's thesis, Universidade de Lisboa. Faculdade de Arquitetura, 2017. http://hdl.handle.net/10400.5/13831.

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Cheung, Kwok-wah, and 張國華. "The role of the railway in urban transport: integrated transport, land use and environmental planning in HongKong." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2001. http://hub.hku.hk/bib/B31945454.

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Yeung, Yuk-sing Wilson, and 楊昱昇. "From metro to metropolis: production and reproduction of urban spaces in Hong Kong by the MTR." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2004. http://hub.hku.hk/bib/B27773188.

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Cheung, Kwok-wah. "The role of the railway in urban transport : integrated transport, land use and environmental planning in Hong Kong /." Hong Kong : University of Hong Kong, 2001. http://sunzi.lib.hku.hk:8888/cgi-bin/hkuto%5Ftoc%5Fpdf?B23339056.

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Choi, Narae. "Impacts of development-induced displacement on urban locality and settlers : a case-study of the railway upgrading project in Metro Manila." Thesis, University of Oxford, 2013. http://ora.ox.ac.uk/objects/uuid:cc010100-f0cc-42ae-b48d-a1577d5d8c33.

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Population displacement has long been a controversial companion of development. The central tension has been between the position challenging the kind of development that removes people from their homes, livelihoods and communities, and a managerial position that the impoverishment risks of displacement can be mitigated through an effective intervention. Whereas recent research has been devoted to unpacking a rather unsuccessful performance of involuntary resettlement as a mitigation measure, this study aims to question the assumption of mitigation itself by expanding the concept of development impacts beyond the realm of displacement. Through an empirical study of a railway project in Metro Manila, the Philippines, I examine how urban residents are affected by a large-scale demolition and displacement that took place in their locality. Semi-structured interviews were conducted along the railway tracks after the land was cleared of informal settlements since the study placed particular focus on residents who were not physically displaced. They are identified in my research as non-displaced people. Few studies have addressed the possibility that other people might have been adversely affected in situ and this is particularly so in urban areas. Empirical findings reveal that the physical environment and socio-economic relationships in the locality were significantly transformed through the clearance; impacting the tenure status, livelihoods and social milieu of non-displaced people. Tenure security was important for avoiding displacement but was not a definitive factor as a number of people are still informal settlers who continue to be faced with other eviction threats. For the non-displaced, the physical change of the locality became relevant when their productive capital, notably, a second house or business space, was affected. The loss or erosion of physical capital had a secondary impact on livelihoods, which was compounded by the rupture in the local livelihood network following a mass population outflow. Whereas the income of locally-based businesses decreased substantially, livelihoods that operate beyond the locality remain relatively resilient. Differentiated experiences of a local change are also reflected in a range of evaluations that describe local social ambiance before and after the event. Diverse ways in which non-displaced people were affected underline that the current conceptualisation of impacts is limited to one dimension of displacement. This raises the need to adopt a more holistic and disaggregated approach to understanding the complexities of development impacts. A discussion on whether and how they can be mitigated would benefit further from such a comprehensive study.

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Semple, Anne-Louise Gabrielle Biological Earth &amp Environmental Sciences Faculty of Science UNSW. "The influence of the Hankyu and Hanshin private railway groups on the urban development of the Hanshin region, Japan." Publisher:University of New South Wales. Biological, Earth & Environmental Sciences, 2009. http://handle.unsw.edu.au/1959.4/43660.

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The Hanshin (阪神) and Hankyu (阪急) Railway lines run parallel from Umeda, Osaka to Sannomiya, Kobe; Hankyu passing through the area closest to the mountains and Hanshin traversing the lowland closest to the coast. Frequent riding of their separate trains by the researcher yielded two very distinct travelling experiences. Upon enquiry, friends and colleagues readily acknowledged these characteristics- describing the Hankyu area as ??fashionable?? (おしゃれ) and ??wealthy?? (お金持ち); whereas the area surrounding the Hanshin line was portrayed as ??noisy?? (にぎやか) and of a place of ??commoners?? (庶民). Despite having these perceptions, however, they were uncertain as to their causes. The purpose of this thesis is to research the story behind distinctions in the urban space surrounding two railway lines. Further, it aims to investigate the extent to which two private railway groups have, through their diversified businesses, contributed in some way to these perceived distinctions. It is an examination that requires a study of place; particularly one that investigates the locational attributes of the region, like its physical geography, and processes exogenous and endogenous to the two corporations. The former processes are ones that originated outside the corporations, notably economic and industrial growth and social change. The latter are ones that originated within the corporations, particularly their management structures, oligopolistic competition, corporate brands, and consumption. The research draws on various facets of the geographical tradition: it stems from transport geography to pursue the geography of the city, themes of place-making, and consumption. Embodied in these are the important subjects of history, culture, corporate behaviour and the economy. In particular, this thesis considers the popular view which states that transport is a ??permissive factor rather than a direct stimulus?? (Hoyle and Knowles, 1998: 13). By bringing transport geography in touch with other sub-disciplines, to consider the historical and cultural significance of transport from a contemporary perspective, this thesis concludes that transport can, as in the case of Japanese private urban railways, have a direct influence on place.

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Cheung, Tat-hung Dexter, and 張達雄. "Tokwawan underground railway districtation: anew public realm for revitalization of old settlement in Hong Kong." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2004. http://hub.hku.hk/bib/B31986997.

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Lam, Kwok-chun, and 林國春. "An evaluation of the role of the mass transit railway system in the urban development of Hong Kong 1979-1996." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 1997. http://hub.hku.hk/bib/B31259431.

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Evans, Michaela Skye. "The elusive clean machine : rational order and play in a public railway." University of Western Australia. School of Social and Cultural Studies, 2009. http://theses.library.uwa.edu.au/adt-WU2009.0106.

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[Truncated abstract] Rational order and play are often conceptualised as oppositional forces. In modern urban life especially, rational order is presented as destructive of a playful orientation towards life eschewing mystery through coherence, spontaneity through predictability, and contingency through systematic planning. In turn, the postmodern debate often asserts the reinvigoration of free, playful, and contingent individuals whose collective acts are destructive of the rationality of modern order with the present, in contrast to the past, offering a condition of enduring and unremitting uncertainty. This thesis explores the dynamic relation between rational order and play in urban society through an ethnographic account of a public commuter railway in Perth, Western Australia. Notwithstanding this ethnographic setting, the thesis addresses questions of broader significance through an analysis of the railway as an instance of public space and state techno-bureaucratic order. I investigate the creative process through which the state attempts to standardise the various operational components of the railway as well as the reasons underpinning the state's desire to produce what I term a 'clean machine'. In turn, I investigate how differentially positioned actors live within this carefully crafted machine. I do so by following the stories, experiences, and practices of: government administrators charged with building the railway; the managers who oversee the network's operation; the staff members who operate trains, clean stations, and discipline passengers; and the railway's end-users, including passengers and graffiti artists. ... In examining the two tensions of rational order/play and revelation/ concealment, I attempt to explicate how it is that people experience life as simultaneously coherent and serendipitous. In the thesis, I document the ways in which railway officials, passengers, and graffiti artists express a pervasive ambivalence towards their experience of the railway system. On the one hand, these actors experience the railway as a system of constraint that produces 'robotic' behaviours and automated transactions. On the other, they see the railway as a liberating space that enables autonomous expression and spontaneous interaction. By examining these contending experiences and associated sentiments, I highlight the railway as a stimulating site within which to explore the meaning and significance of urban modernity. Lastly, this thesis contributes to debate on the challenges posed by the character of contemporary social processes to anthropological research methodology. I illustrate the utility of such methods as written and photographic diaries as well as mental-mapping exercises, but primarily advocate the documentary and analytical advantages of participant observation in a mobile field-site. I assert that while participant observation poses a number of personal and professional challenges in this setting, these challenges uncover the stimulating complexity of contemporary urban life. To this end, I contest emergent academic commentary that propounds the destabilisation of anthropological techniques in what is frequently described as an equally destabilised world.

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Andrade, Fabiano Homobono Paes de. "De São Braz ao Jardim Público - 1887-1931: um ramal da estrada de ferro de Bragança em Belém do Pará." Pontifícia Universidade Católica de São Paulo, 2010. https://tede2.pucsp.br/handle/handle/13221.

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Made available in DSpace on 2016-04-27T19:32:49Z (GMT). No. of bitstreams: 1 Fabiano Homobono Paes de Andrade.pdf: 16267936 bytes, checksum: 229433a50942050db17b9883fbef046b (MD5) Previous issue date: 2010-06-14
The Urban Extension São Braz Jardim Público of the Bragança Railway brought up again in the meeting of several memories originated from questioning and studies of official and alternative sources, such as those from daily inhabitants and visitors of the city of Belém do Pará, who lived in this urban space during the period of time represented by the research. Reminding of their memories and records, facts and evidences which, in addition to contributing to prove the route of train at city centre, have managed to enlighten the creation, existence, disabling and mainly the oblivion of the old extension railway that passed through the main streets of Belém, connecting the spring District of São Braz and historical and commercial District of Cidade Velha, between the years of 1889 and 1931, period of time that its original activity. The extension was defined by two stations and two stops
O Ramal Urbano São Braz Jardim Público da Estrada de Ferro de Bragança reaparece no encontro das várias memórias originadas das consultas e análises das fontes oficiais e de outras, como as provenientes do cotidiano dos habitantes e visitantes da cidade de Belém do Pará que, de alguma maneira, vivenciaram esse espaço urbano no intervalo de tempo focado pela pesquisa. Memórias de suas lembranças e registros, fatos e evidências as quais, além de contribuir para comprovar a passagem do trem pelo centro da cidade, concorreram para esclarecer sobre a criação, existência, desativação e principalmente o esquecimento do antigo ramal da ferrovia que, penetrando através das vias de Belém, interligava o nascente Bairro de São Braz na periferia da cidade e o histórico e comercial Bairro da Cidade Velha, entre os anos de 1889 e 1931, período de tempo em que ele efetivamente funcionou. O Ramal era definido por duas Estações e por duas paradas

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Ova, Daniela Cristina Brito de Abreu. "As infra-estruturas de redes de transportes na definição do tecido urbano de Lisboa - Estação de Entrecampos." Master's thesis, Faculdade de Arquitectura de Lisboa, 2011. http://hdl.handle.net/10400.5/3915.

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Tese de Mestrado em Arquitectura
O transporte ferroviário é um dos meios de transporte público mais utilizado em todo o mundo, com especial relevância para as grandes metrópoles, nas quais é o comboio que estabelece a ligação entre o centro urbano e as áreas suburbanas. No entanto, as infra-estruturas ferroviárias continuam ainda no século XXI a impor-se negativamente no tecido urbano. São normalmente associadas a barreiras urbanas, a áreas devolutas e poluídas, inabitáveis. Numa sociedade moderna e tecnologicamente desenvolvida é necessário implementar boas redes de transporte, tendo em consideração medidas ecologicamente viáveis, como tal as áreas envolventes e as infra-estruturas ferroviárias devem ser requalificadas. Este trabalho aborda algumas destas questões, enquadrando-se no tecido urbano da cidade de Lisboa procura requalificar um trecho urbano através do reequacionamento da estação de Entrecampos. O projecto resultante incorpora uma nova abordagem para a vivência urbana, através da qual a ferrovia alcança uma posição de destaque no desenvolvimento urbano e edificado, tornando-se parte integrante de um interface de transportes eficiente.
ABSTRACT - The railway is one of the most used public transportation all over the world, specially in the metropolis, in which is the train that conects the urban center with the suburban áreas. However, the railway infrastructure continues to be a negative mark in the urban tissue. Normally they are associated to urban barriers, abandoned, polluted and uninhabited áreas. In a modern and technologically developed society is necessary to build a solid transportation network, always with the concern of addopting sustainable measures, as such is necessary to promote the requalification of railways surroundings and infrastructures. This work adresses to some of these questions, framing itself in Lisbon’s urban tissue with the intention to requalify an urban portion through the rethink of Entrecampo’s station. The resulting project incorporates a new approach to the urban experience, through which the railway achieves an emphasis in the urban and edified development, becoming part of na efficient transportation interface.

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Triches, Júlia Costa. "Os vazios urbanos como memória caminhável." Master's thesis, Universidade de Lisboa, Faculdade de Arquitetura, 2019. http://hdl.handle.net/10400.5/18298.

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Dissertação de Mestrado Integrado em Arquitetura, com a especialização em Arquitetura apresentada na Faculdade de Arquitetura da Universidade de Lisboa para obtenção do grau de Mestre.
Em meados do século XX, a Europa passou por uma explosão industrial, que visava o crescimento econômico das suas metrópoles. Porém, este cenário entra em crise no final do mesmo século, dando lugar a um vasto número de complexos industriais abandonados e subutilizados, que acabam por gerar grandes vazios urbanos. O processo de desindustrialização em análise se localiza no Barreiro, município periférico, localizado na margem sul do Rio Tejo. Durante muitos anos foi um importante polo industrial e ferroviário em Portugal, contudo, com a descentralização das indústrias nos anos 80, juntamente com a falta de um planejamento de qualidade, o município suporta até os dias de hoje uma malha urbana fragmentada, prejudicando a qualidade de vida de seus moradores. Em “Os Vazios Urbanos Como Memória Caminhável” trabalha-se o vazio ferroviário, que atualmente segrega o município, como espaço de oportunidade para a requalificação. Procura-se dentro do tema resgatar e dar maior visibilidade à memória do patrimônio existente no perímetro férreo, como também, reconectar as ligações urbanas pedonais atualmente divididas por este espaço expectante. O projeto manifestase através da proposta de um percurso pedonal e da investigação de uma arquitetura de apoio as atividades existentes, mantendo um diálogo entre a memória histórica e a nova intervenção.
ABSTRACT: By the middle of the twentieth century, Europe underwent through an industrial explosion, aimed for the economic growth of its metropolises. However, this scenario goes into crisis at the end of the same century, giving rise to a large number of abandoned and underutilized industrial complexes, which end up generating extensive urban voids. The deindustrialization process under analysis is located in Barreiro, a peripheral municipality, located on the south bank of the Tagus River. For many years it was an important industrial and railroad hub in Portugal. However, with the decentralization of industries in the 1980s, in addicion with the lack of quality planning, the municipality still has a fragmented urban infrastructure that hinders the quality of life of its residents. “The Urban Voids as Walkable memory”, seeks to work the railway emptiness, that currently segregates the municipality, as a space of opportunity for requalification. The theme’s goal is to rescue and give greater visibility to the memory of the existing patrimony inside the void perimeter, as well as to reconnect the pedestrian paths currently divided by this expectant space. The project manifests itself through the proposal of a walkable urban route and the investigation of architecture structures that support the existing activities, maintaining a dialogue between the historical memory and the new intervention.
N/A

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Turhan, Mehmet. "An Approach To Achieve Design Recommendations For Interior Elements Of Urban Railway Transport With Regard To User Perception Of Semantic Dimensions." Master's thesis, METU, 2008. http://etd.lib.metu.edu.tr/upload/12609978/index.pdf.

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Although, the literature reveals that coach interior designs have been emphasized as an important factor determining their competitiveness in the market and the quality of an interior design can be effectively improved by using information about passenger expectations, few practical studies exist to assess the urban railway transport interiors from the passengers&rsquo
perspective. Consequently, designers lack reliable criteria to guide their decisions which would satisfy users. In this study, it is intended to develop a procedure to create interior design alternatives of urban railway transportation vehicles with regard to subjective needs and preferences of users. In order to acquire design criteria and recommendations for such interiors, the design alternatives are then evaluated quantitatively through the medium of semantic assessment tools. The thesis is supported with the arguments collected from literature and with the data from three empirical studies.

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Silva, Monique Helen Santos. "Le patrimoine industriel comme vecteur de requalification urbain à Rio de Janeiro: le cas de la Gare Leopoldina et ses alentours." Master's thesis, Universidade de Évora, 2021. http://hdl.handle.net/10174/31065.

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O Patrimônio industrial como vetor de requalificação urbana no Rio de Janeiro: o caso da estação Leopoldina e de seu entorno Resumo: Este projecto coloca em causa os desafios para a reabertura da estação Leopoldina através da análise das suas fragilidades e potencialidades, afim que ela possa servir como vector para a requalificação do seu entorno e como modelo para a recuperação dos exemplares do património edificado industrial do porto do Rio de Janeiro. Também conhecida como estação Barão de Mauá, o edifício está localizado no bairro do Santo Cristo, que faz parte da região portuária do Rio de Janeiro, na região sudeste do Brasil. Construída em 1926, a estação Leopoldina foi escolhida como objecto de investigação devido ao seu valor histórico, arquitectónico e por ter sido um edifício de grande importância para a conexão do território, mas que sofreu tardiamente os efeitos da tentativa de extinção do sistema ferroviário brasileiro; Le patrimoine industriel comme vecteur de réqualification urbain à Rio de Janeiro: le cas de la gare Leopoldina et ses alentours Résumé: Ce présent projet s’interroge à propos des défis pour la réouverture de la gare Leopoldina à traves de l'analyse des faiblesses et des potentiels, pour qu’elle puisse servir de vecteur à la requalification de ses environs et comme modèle pour la récupération d’autres patrimoines industrielles bâti du port de Rio de Janeiro. Aussi connu comme gare Barão de Mauá, elle est située au quartier de Santo Cristo, qui fait partie de la région portuaire de Rio de Janeiro, une ville dans la région sud-est du Brésil. Bâti en 1926, la Gare Leopoldina a été choisie comme objet de recherche en raison de sa valeur historique, architectural et pour avoir été un bâtiment d’une grande importance pour la connexion du territoire, qui a souffert tardivement des effets de la tentative d'extinction du système ferroviaire brésilien; Industrial heritage as a vector for urban requalification in Rio de Janeiro: the case of the Leopoldina station and its surroundings Abstract: This present project examines the challenges for the reopening of the Leopoldina railway station through the analysis of its weaknesses and potentials, so that it can serve as a vector for the requalification of its surroundings and as a model for the recovery of other industrial built heritage by the port of Rio de Janeiro. Also known as Barão de Mauá railway station, it is located in the Santo Cristo district, which is part of the port region of Rio de Janeiro, a city in the southeast region of Brazil. Built in 1926, the Leopoldina railway station was chosen as an object of research because of its historical and architectural value and for having been a building of great importance for the connection of the territory, which belatedly suffered the effects of the attempted extinction of the Brazilian railway system.

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Iepur, Ecaterina. "Nádraží Brno – Královo Pole." Master's thesis, Vysoké učení technické v Brně. Fakulta architektury, 2017. http://www.nusl.cz/ntk/nusl-316298.

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The existing railway station "Brno-Kralove pole" is the second largest railway station in Brno, which has about 10,000 passengers daily, and serves for transfers between different modes of transport. The building of the existing Brno-Kralovo Pole railway station is located in front of a high-speed bridge and there aren't much space for situating of the new transfer center. In the framework of the reconstruction of the existing railway station, was created a complex reconstruction, combined with the improvement of the internal arrangement of the building. The reconstruction of building was made according to modern quality standards of transport and passenger comfort.

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Jiránková, Lucie. "Možnosti rozvoje železniční dopravy v Praze." Master's thesis, Vysoká škola ekonomická v Praze, 2017. http://www.nusl.cz/ntk/nusl-359249.

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This thesis is focused on the Development of the Urban Rail Transport in Prague. This thesis aims to specify the development of the Urban Rail Transport in view of the current state. In this work, a comparison is made with the suburban railway transport in Munich, the evaluation of the establishment of new stations and stops, and the forecast of the development of railway transport in Prague in the long run.

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Emenius, Carin. "Visioner och drömmar i Sveriges 4:e Storstadsregion : Järnvägens betydelse för regionalutvecklingen i Linköping/Norrköping." Thesis, University of Kalmar, School of Human Sciences, 2008. http://urn.kb.se/resolve?urn=urn:nbn:se:hik:diva-478.

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Regioner har alltid funnits. Det har stått för det intermediära, en funktion mellan det lokala och det centrala styret. Den geografiska omfattningen har varit allt från länsindelningar till stora internationella eller kulturella regioner. Historiskt sätt, kan regioner vara funktionella, administrativa eller kulturella. När Sverige övergick till att bli ett industrisamhälle, blev regioner en viktig utgångspunkt för att förändra de nationella näten. För att förstå regioners utveckling, kan vi dela upp den i nyregionalism och gammal regionalism. Den gamla regionalismen innebar att staten hjälpte regioner att utvecklas genom att ge dem statliga bidrag. Detta var en process under 1960-1980-talet. Nyregionalismen, som kom därefter, utgjordes av att regioner fick större makt att själva förändra sin situation. Samtidigt i världen, började en in-ternationaliseringsprocess att märkas allt tydligare. Ekonomin i världen, påverkade även ekonomin i Sverige. Det lokala och det globala påverkade varandra och regioner började konkurrera globalt. Regioner styrdes inte längre av bara staten, utan av flera aktörer. Regioner skapas med hjälp av olika drivkrafter, samt de möjligheter som finns förankrade på platsen. Samtidigt som de måste drivas av en tro på sig själva och våga satsa på det de tror på.

Ett annat sätt att förstå samhällsutvecklingen är genom Törnqvists uppdelning av regionalisering och globalisering. Regionalisering förutsätter att regionala eller lokala band gör att verk-samheter och människor binder sig till vissa platser. Globalisering innebär tvärtom att verk-samheter och människor är beroende av sin stora rörlighet och ett nätverk utan gränser. Både globalisering och regionalisering påverkas av suveräna stater, nätverk och självmedvetna regioner (som har kraft att styra sitt eget område, utan en Superior makt). Ohmae talar för att världen idag består av regioner och överstatliga/suveräna stater. Vi har ingått en andra globaliseringsfas, där världen är gränslös och digital. Även om regioner idag påverkas av landets lagar för att kontrollera människor och varor, så att samhället upprätthåller säkerhet och ord-ning.

I regioner måste det finnas noder, där den globala världen knyts ihop och människor kan träffas i verkligheten. Regioner måste dessutom vara flexibla för att kunna anpassa sig efter den globala utvecklingen. En region är en social konstruktion som skapas genom människorna som vistas dagligen i den, samt hur de som ser den utifrån. Dess identitet skapas genom det sätt som den särskiljer sig från andra regioner. Enligt Soja förstår vi regioner ge-nom dess formation i landskapet och inte genom dess historia.

Ett sätt att förstå regioner är genom att se dem som en polycentrisk urban region. Det vill säga, som ett stort geografiskt område med flera centrala punkter som gör att området hänger ihop, utan att någon punkt/nod dominerar. Genom områdets gemensamma resurser och till-gångar, blir den polycentriskt urbana regionen en starkare global konkurrenskraft. Ett sätt att stärka regionen är internt genom dess infrastruktur. De starka förbindelserna bygger bland annat upp regionens ekonomiska och sociala nätverk.

Det har hävdats att det inte kan finnas polycentriska noder, utan att det alltid måste finnas en central punkt i samhället. Exempelvis måste det finnas centrala noder i ett globalt nät-verk. Linköping/Norrköping utgör ett undantag. Där har två lika stora storstäder gått ihop och börjat skapa sig en identitet genom att marknadsföra sig som Sveriges fjärde största Stor-stadsregion. Städerna har tidigare drivits av en stor konkurrenskraft sinsemellan, men har på senare tid börjat inse värdet i att arbeta tillsammans och därmed bilda ett flerkärnigt centrum i regionen. Detta för att åstadkomma en starkare konkurrenskraft, inte bara mot andra städer och storstadsregioner i Sverige, utan även internationellt och globalt. Tillsammans utgörs de båda kommunerna av ungefär 250 000 invånare och 22 300 dagliga in- och utpendlare. Norrköping har växt mycket tack vare att de fick utlokaliserat en del av Linköpings universitet för ungefär tio år sedan. Studenterna i staden har lyft fram industrilandskapet och attraherat både kultur och företag. Utbildning och infrastruktur är enligt många det som skulle utveckla Linköping/ Norrköpingsregionen bäst. Ett utvecklat transportnät skapar grunden till den funktionella regionen. Därför behövs infrastrukturen i Sveriges nya storstadsregion stärkas. När de fysiska nätverken fungerar, är det även möjligt att skapa en fullt integrerad arbetsmarknad i regionen. Därför är det viktigt att projektet med att binda ihop Norrköping och Linköping med en snabbtågsförbindelse, den så kallade Ostlänken, genomförs. Ostlänken är en del av både Europakorridoren och den nordiska triangeln. Den stöds till viss del av medel från EU-fonden Transeuropeiska nätverket – transporter (TEN-T), vars uppgift är att förbättra inf-rastrukturen i Europa (se bilaga 1-3). Ostlänken ska bli 15 mil lång, byggnationen planeras att starta 2010-2015 och vara klar 2025-2030 (se bilaga5). Med den här studien vill jag visa att Ostlänken är en viktig förutsättning för att regionen i Linköping/Norrköping ska kunna bli en bärkraftig Storstadsregion.

In Sweden during the 1960s to 1980s, regions became an important aid to arrange a more uniform distribution of work. The northern parts of Sweden had lost ten thousands of job opportunities in a period of five years. The government decided to react and supported the northern regions, and this was the start of regional development in Sweden. Since then regional development has become more of a bottom up issue where regions are believed to have an ability to change their position by themselves, even if they still are very affected by different authorities like the European Union.

Today regions are often understood as policy areas in-between the local and central government. But according to Ohmae, we have also entered a second global stage, which means that the world is increasingly dependent on digital technologies and in some respect less depend-ent on traditional borders. At the same time, the rate of urbanisation is speeding up in many places. This has brought about the development of various forms of metropolis and polycentric regions. There are different kinds of polycentric regions, such as the functional which is a region that is made up of good communication abilities. This could be physical infrastructure such as railroads. As an empirical example of this, I have chosen to examine the visions concerning a polycentric region in Sweden, i.e. the new region uniting Linköping and Norrköping. In the summer of 2006 this urban space was officially recognized by Nutek, the Swedish Agency for Economic and Regional Growth, as a potential new urban region.

Both city regions have started a co-operation which strives to identify the two cities as a twin-city. The essay concludes that for the region to become an attractive and integrated new polycentric region, it is essential to develop functional commuting opportunities, such as the vision of the railway communication Ostlänken.

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Brandão, Guilherme Valle Loures. "Linhas ferroviárias e cidade: avaliação acústica para redução de ruídos em áreas urbanas." Universidade Federal de Juiz de Fora (UFJF), 2018. https://repositorio.ufjf.br/jspui/handle/ufjf/7235.

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A ambiência acústica dos lugares é fator preponderante para o adequado desempenho laboral, intelectual ou simplesmente vivencial do ser humano. O local de vivência, se possuir fatores que potencializam a percepção da ambiência acústica, tais como ruído de tráfego, pode causar estresse fisiológico, contribuindo para uma avaliação qualitativa desfavorável do espaço urbano. O objeto de estudo desta pesquisa é o conjunto de características acústicas inerentes às linhas ferroviárias, que se materializam no espaço segundo esses preceitos e os irradiam ao entorno. A presença dessas linhas na malha urbana da cidade de Juiz de Fora – MG – influi diretamente na produção do espaço e direciona vetores de crescimento e valoração do solo, representando um importante aspecto a ser considerado nas políticas de produção da cidade. Este trabalho tem por objetivo identificar as características acústicas ao longo das linhas ferroviárias e suas especificidades, propondo alternativas para mitigação dos problemas verificados nas áreas adjacentes. O recorte desta pesquisa, que se insere no campo da acústica ambiental, se dá pela delimitação de estudo das características acústicas das linhas férreas, focando nas características sonoras das áreas habitadas lindeiras à faixa de domínio na malha urbana de Juiz de Fora. Com relação à metodologia de desenvolvimento, utiliza-se a Revisão Sistemática de Literatura – RSL – para definição do arcabouço teórico referencial e, para realização do estudo de caso, utiliza-se a metodologia proposta pelos referenciais normativos, através de medições in loco. O trabalho se desenvolve em seis capítulos que englobam os conhecimentos necessários à sua realização, focando na aplicação dos conceitos ao ambiente ferroviário. As análises realizadas demonstram que o ambiente acústico ao longo da linha ferroviária é drasticamente impactado pela passagem das composições, provocando o aumento do nível de ruído equivalente para além dos parâmetros normativos de conforto. A partir da situação existente, propõe-se a implantação de um misto de dispositivos convencionais e não convencionais para a redução do ruído, focando em soluções que mantenham permeabilidade visual e busquem reduzir a segregação espacial, gerando resultados que podem ser replicados em outras áreas urbanas, tanto na cidade de Juiz de Fora quanto em outras cidades. Conclui-se que a utilização dos dispositivos de proteção auxilia consideravelmente na redução do nível de pressão sonora equivalente nas áreas lindeiras, entretanto, percebe-se que é necessário o atendimento das edificações do entorno às normas construtivas para mitigação mais eficaz do problema.
Acoustic ambience is a predominant factor for adequate performance levels of work, intellect or simply experiential tasks for human beings. The vivency place itself, when possessing factors that enhance the acoustic ambience perception such as traffic noise can cause physiological stress, contributing to an unfavorable qualitative assessment of the urban space. This research’s object of study is the set of acoustic characteristics inherent to the railway lines, which materialize in space according to these precepts and radiate towards the surroundings. The presence of these railways in the Juiz de Fora city – MG – urban network directly influences the spatial production and directs land growth and valuation vectors, representing an important aspect to be considered in the city's production policies. This work aims to identify the acoustic characteristics along the railway lines and their specificities, proposing alternatives to mitigate problems observed its adjacent areas. The research clipping, which is inserted in the environmental acoustics’ field, is given by binding the study to the railway lines acoustic characteristics, focusing on the inhabited areas neighboring to the railway’s domain range sound characteristics in the Juiz de Fora city’s urban mesh. Regarding the development methodology, the systematic revision of literature method– RSL – is used to define the reference theoretical framework and, to carry out the case study, the methodology proposed by the current normative references is used, through on-the-spot measurements. The work develops in six chapters that encompass the knowledge necessary for its realization, focusing on the concept application to the railway environment. The analyses performed shows that the acoustic environment along the railway line is drastically impacted by the rail compositions passages, causing an increase in the equivalent noise level beyond the normative comfort parameters. From the existing situation, it is proposed to implement a mixture of conventional and non-conventional devices for noise reduction, focusing on solutions that maintain visual permeability and seek to reduce spatial segregation, generating results that can be replicated in other urban areas, both in Juiz de Fora and other cities. It is concluded that using protection devices greatly assists in reducing the equivalent sound pressure levels in the railway’s neighboring areas. However, it is understood that it is necessary for the surrounding buildings to meet the constructive norms for a more effective problem mitigation.

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Tolentino, Tanyara Cezarino. "Junto à linha, uma nova centralidade." Master's thesis, Universidade de Lisboa, Faculdade de Arquitetura, 2018. http://hdl.handle.net/10400.5/17423.

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Dissertação de Mestrado Integrado em Arquitetura, com a especialização em Arquitetura apresentada na Faculdade de Arquitetura da Universidade de Lisboa para obtenção do grau de Mestre.
Sobre o território do Barreiro, as linhas de caminho-de-ferro e o património edificado contam uma história da cidade. A sua leitura revela um tecido urbano fragmentado, vias descontínuas e grandes áreas expectantes na imagem da cidade. A problemática dos vazios urbanos introduz uma nova perspetiva sobre a cidade do Barreiro, onde a noção de barreira nasce da análise urbana revelando as fragilidades do território. A zona das Oficinas dos Caminhos de Ferro localizada do centro da cidade constitui uma das suas maiores barreiras. A sua integração surge da necessidade de conectar este espaço com a cidade de forma a eliminar o seu efeito de barreira, apostando na permeabilidade como forma de criação de relações com o espaço público. O processo de intervenção usa a requalificação como ferramenta de atuação com o intuito de preservar o património industrial e ferroviário. A valorização dos edifícios do complexo das oficinas é feita com a inclusão das suas estruturas numa proposta arquitetónica que reinterpreta os seus elementos de forma a (re)construir uma nova imagem no contexto da cidade, criando uma nova centralidade com uma identidade própria e adaptada de acordo com o seu contexto atual. Os equipamentos multifuncionais surgem como geradores de uma nova centralidade, proporcionando novos usos que possibilitam novas vivências urbanas.
ABSTRACT: On the territory of Barreiro, the railway lines and the built heritage tell the history of the city. Its reading reveals a fragmented urban fabric, discontinuous roads and large expectant areas in the city’s image. The problem of urban voids introduces a new perspective on the city of Barreiro, where the notion of barrier arises from urban analysis revealing the fragilities of the territory. The area of the Railroad Workshops located in the center of the city is one of its biggest barriers. Its integration arises from the need to connect this space with the city in order to eliminate its barrier effect, betting on permeability as a way of creating relations with the public space. The intervention process uses the requalification as a tool of action with the intention of preserving the industrial and railway heritage. The valorization of the workshop complex buildings is made by including its structures in an architectural proposal that reinterprets its elements in order to (re)construct a new image in the context of the city, creating a new centrality with its own identity, adapted accordingly to its current context. The multifunctional equipment appear as generator of a new centrality, providing new uses that make possible for new urban experiences.
N/A

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Adisson, Félix. "De l'aménagement du territoire au réaménagement des terrains de l'État : politiques et projets de reconversion urbaine du domaine ferroviaire en France et en Italie." Thesis, Paris Est, 2015. http://www.theses.fr/2015PESC1168.

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Casernes, ports, hôpitaux, prisons, ou encore sites ferroviaires font l'objet de nombreux projets de reconversion dans les villes européennes. Une part substantielle du renouvellement urbain s'effectue ainsi sur des ‘terrains de l'État'. Cette thèse contribue à expliquer ces restructurations urbaines qui participent également des recompositions de l'État, dans sa dimension matérielle. Elle interroge les raisons et les modalités de la réorganisation de la présence d'un type d'opérateur national, les entreprises ferroviaires, dans l'espace urbain. L'enquête comparative menée sur deux pays (Italie et France) et quatre villes (Milan, Bolzano, Paris et Nantes) identifie deux principaux facteurs explicatifs. D'une part, les gouvernements urbains mettent en cause les modes d'occupation de l'espace urbain par le réseau ferroviaire depuis les années 1970, dans le contexte de leur intervention croissante dans l'aménagement. D'autre part, des logiques et des compétences immobilières se développent au sein des firmes publiques de flux depuis le début des années 1990, dans le contexte de leur autonomisation comptable et de pressions financières accrues. La réorganisation du pouvoir logistique (la capacité à organiser les flux de choses et de personnes) de ce secteur dans les villes s'explique dès lors par l'ajustement des trois ‘conceptions' dominantes des raisons de la reconversion des sites ferroviaires, à savoir : immobilière, urbanistique et industrielle. Cet ajustement s'opère dans des projets d'aménagement et s'effectue différemment en Italie et en France. En Italie, le cadre institutionnel plus lâche qui entoure la cession du domaine ferroviaire donne lieu à des accords différenciés entre opérateurs et gouvernements urbains selon les villes, contrairement au cas français où processus et résultats sont plus homogènes d'une ville à l'autre. Par rapport aux approches existantes sur les relations entre villes et État, le double déplacement proposé dans cette thèse, vers les opérateurs et vers la dimension matérielle de l'État, éclaire de nouvelles relations entre recompositions de l'État et restructurations urbaines
Barracks, ports, hospitals, prisons, railway sites are earmarked for many redevelopment projects in European cities. A substantial part of urban regeneration therefore occurs on ‘State places'. This research contributes to explain such an urban restructuring process that reshapes the material base of the State. It questions the reasons and the modalities of the reorganisation of a specific sector, railway firms, in urban areas. The comparative enquiry carried out two countries (Italy and France) and four cities (Milan, Bolzano Paris and Nantes) distinguishes two main factors. On the one hand, urban governments question the way the railway network has occupied central and pericentral urban areas since the 1970s, in relation to their increasing strategic power in urban development. On the other hand, real estate logics and skills have expanded within theses publicly owned firms since the beginning of the 1990s, due to their greater accounting autonomy and their need to face a rising financial pressure. Since then, the reorganisation of the logistical power (i.e. the capacity to order the flows of things and people) of this sector in cities is explained by the adjustment of three main ‘conceptions' regarding the motives for the redevelopment of urban railway sites: real estate, urban planning, and industrial. This adjustment is carried out through urban redevelopment projects and follows different paths in Italy and France. In Italy, the loose institutional frame regarding railway land handover generates differentiated agreements between operators and urban governments whereas in France processes and outcomes are more homogeneous from one city to another. The double shift from conventional approaches – toward the operator and the material base of the State – sheds light on new relationships between State and urban restructuring

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Strnad, Roman. "Kompaktní město - aneb co nového se může ještě dít v Brně mezi nádražími." Master's thesis, Vysoké učení technické v Brně. Fakulta architektury, 2010. http://www.nusl.cz/ntk/nusl-215685.

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The integration of an official project for overground railway viaduct into envisaged urban structure of Brno city south centre is the key consideratoin of this project. In terms of transportation relationships in the regional scale this line can provide with the transport options spread more evenly. Moreover, the junction in the existing position would remain in operation since the new regional railway station is placed in there, avoiding the only junction available in the replaced station further away. The new regional line technical project (concept: ing. Josef Veselý, project: Metroprojekt a.s.) has inserted the railway viaduct upon the space designated for a wide boulevard connecting the replaced railway station to the city centre. The boulevard is defined in the city´s masterplan. In terms of architecture, image of the city and sensual quality of space, the presence of a huge traffic infrastructure is not desirable and causes serious public and proffesional considerations. The Compact City project challenges this dilemma by wrapping the viaduct in the building volumes. The project suggests that the spaces both beneath the viaduct and above it could be utilized. Such a solution has been seen in many european cities (Vienna, London, Paris, Amsterdam). The Compact City project´s land use strategy brings up and defines relatively broad and homogenous areas for distinctive uses. This is derived from the knowledge that the particular uses tend to accumulate and segregate from one another so as to reach the most efficient position. Being the city considered as a whole the mixture of uses seam to be more convenient when an appropriate scale of mixture is achieved. Enclaves of a particular size, nor too big nor too small, would be glued and connected by a elements shared in use and heterogenous in form. The housing area is both divided and at the same time connected to the area of commercial and shopping by means of the public amenities being housed in the overrail building. Particularly those uses and activities are envisaged and designed which do not require a perfect contact and access to and from the street space.

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Riot, Etienne. "L'agencement des grandes gares historiques pour le marché ferroviaire européen : analyse comparée de l'intégration des principes concurrentiels dans l'aménagement et la gestion des gares de London St Pancras, Paris Nord et Milano Centrale." Thesis, Paris Est, 2015. http://www.theses.fr/2015PESC1204/document.

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Cette thèse en urbanisme et aménagement analyse les interactions entre les grandes gares historiques et les logiques du marché ferroviaire européen. L'interférence entre les principes du marché et ceux de l'aménagement des lieux de transport invite à mobiliser de nouveaux concepts pour présenter l'évolution des grandes gares historiques dans une perspective contemporaine. Pour ce faire, il est proposé d'utiliser les méthodes de la sociologie économique des marchés et de comparer trois terrains: la gare de St Pancras à Londres, la gare du Nord à Paris et la gare centrale de Milan. Dans un premier temps, la thèse présente les différentes formes d'encastrement des principes concurrentiels (historiques, culturels, institutionnels et sociaux) dans l'aménagement des gares, en prenant le parti d'une analyse diachronique au long cours de chacun des cas. Dans un second temps, la thèse détaille les agencements marchands à l'œuvre - selon le modèle analytique synthétisé par Michel Callon. Trois agencements marchands ont été identifiés qui correspondent à trois formes d'économisation de l'objet-gare: l'agencement de l'infrastructure de transport, l'agencement du bien immobilier, l'agencement de la place marchande. Cette thèse démontre combien la rationalisation économique des gares formate autant qu'elle est formatée par ces infrastructures. In fine, elle invite à considérer les processus d'économisation de l'espace pour en comprendre l'aménagement qui en résulte
This research in urban planning and studies analyses the interaction between major historic railway stations and the logics of the European rail market. Interferences between the market principles and those of the planning and the management of transport places are an issue that requires new concepts to understand how do major historic railway stations evolve in our time. This research applies mehods developed in the field of economic sociology, especially on markets, and compares three cases: London St Pancras, Paris Nord and Milano Centrale stations. The first part of this dissertation presents the different forms of embeddedness (historical, cultural, institutional and social) that implement competition principles into the planning and the management of railway stations. A long-term diachronical approach of each case is presented. The second part of the dissertation uses the theoretical approach of market agencing developed by Michel Callon in the fields of economic sociology and of science and technology studies. Three ways of agencing railway stations are analysed: agencing the essential facility, agencing the real estate asset and agencing the “market square facility” – a new kind of market square especially developed in transit places. This dissertation shows how economic rationalisation frames railway stations as far as those infrastructures frame this economic rationalisation in return. It invites us to consider the process of economisation of space as a key part of planning practices

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Boukir, Anass. "Outils pour l’optimisation du dimensionnement des infrastructures d’alimentation électrique de tramway ou de métro." Electronic Thesis or Diss., Sorbonne université, 2023. http://www.theses.fr/2023SORUS668.

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L'électrification des transports collectifs urbains, tels que le tramway, constitue un enjeu environnemental majeur. Les études technico-financières pour ces projets couvrent différents aspects de l'infrastructure, tels que le terrassement, les ouvrages d'art, les plateformes de voie ferrée, les bâtiments voyageurs, la technologie électrique, etc. L'objectif de ces études est de proposer des solutions techniques tout en évaluant les coûts, tant en termes d'investissement que de fonctionnement. L'infrastructure de traction électrique est un élément primordial dans cette équation, présentant un coût significatif. Elle doit répondre aux besoins de transport tout en respectant des objectifs financiers et environnementaux. Le dimensionnement de cette infrastructure vise à garantir la disponibilité de la ligne tout en optimisant les coûts. Les études techniques pour concevoir un système d'alimentation électrique impliquent le choix et le dimensionnement des composants qui permettent de transporter l'énergie du réseau public au matériel roulant, à savoir les sous-stations de traction, la ligne aérienne de contact, l'alimentation par le sol et les éléments de liaison. Ces choix s'appuient sur des études en simulation, exigeant des modèles et des outils précis pour éviter la surdimensionnement des infrastructures en raison d'incertitudes sur les résultats de la simulation. Par ailleurs, il faut faire des compromis entre les coûts d’investissement et de fonctionnement d’une part, et la capacité de l’infrastructure à faire face aux aléas de trafic d’autre part. L'objectif de la thèse est de développer une démarche d'optimisation multi-objectifs pour améliorer le dimensionnement des infrastructures électriques, en suivant deux axes de travail : i/ développement d’un simulateur électrique ferroviaire ayant une précision et une vitesse d’exécution compatibles avec une utilisation dans une boucle d’optimisation, ii/ développement d’une méthode d’optimisation du dimensionnement prenant en compte des objectifs concurrents. Le mémoire est structuré en six chapitres. Après un premier chapitre d’introduction générale, le deuxième chapitre détaille la problématique du dimensionnement des infrastructures électriques ferroviaires et fait un état de l’art sur le sujet. Le troisième chapitre porte sur le simulateur ferroviaire développé dans le cadre de la thèse. Les principes généraux, les modèles et les méthodes de résolution sont exposés, ainsi que le post-traitement des résultats de simulation. Le quatrième chapitre concerne la démarche d'optimisation d'infrastructure proposée. Il détaille la transformation du problème métier en un problème d'optimisation bi-objectifs, ainsi que le choix d'une résolution par algorithme génétique NSGA2. Les choix de mise en œuvre de cette méthode sont ensuite présentés. Dans le cinquième chapitre, la démarche d’optimisation proposée est appliquée à deux cas d’étude. Le premier est un cas d’école dont les résultats sont intuitifs. Cela permet de tester la démarche et d’affiner le choix des opérateurs de croisement et de mutation. Le deuxième cas d’étude correspond à un projet de ligne plus complexe, dérivé d'une véritable étude industrielle. Les résultats obtenus par optimisation sont meilleurs que ceux de la recherche par essais-erreurs faite en bureau d’étude. En particulier, l’optimiseur est capable de proposer un ensemble de solutions réalisant différents compromis entre coût et fiabilité, fournissant à l’ingénieur des critères d’aide à la décision objectifs. Pour donner une vue d’ensemble, l'objectif ultime est de créer un outil capable d'optimiser le dimensionnement des infrastructures électriques du tramway en respectant le cahier des charges technique
The electrification of urban public transportation, such as trams, represents a major environmental challenge. The technical and financial studies for these projects cover various aspects of the infrastructure, such as excavation, civil engineering structures, railway track platforms, passenger buildings, electrical technology, and more. The objective of these studies is to propose technical solutions while evaluating costs, both in terms of investment and operation. The electric traction infrastructure is an important element in this equation, presenting a significant cost. It must meet transportation needs while adhering to financial and environmental goals. The sizing of this infrastructure aims to ensure the line's availability while optimizing costs. Technical studies for designing an electrical power supply system involve the selection and sizing of components that transport energy from the public grid to rolling stock, including traction substations, overhead contact lines, ground-level power supply, and connecting elements. These choices are based on simulation studies that require precise models and tools to avoid over-sizing the infrastructure due to uncertainties in simulation results. Moreover, compromises must be made between investment and operational costs on one hand and the infrastructure's capacity to handle traffic uncertainties on the other. The thesis's objective is to develop a multi-objective optimization approach to improve the sizing of electrical infrastructure, focusing on two main aspects: i/ the development of a railway electrical simulator with precision and execution speed compatible with optimization loop usage, and ii/ the development of a dimensioning optimization method that considers competing objectives. The thesis is structured into six chapters. After an initial general introduction, the second chapter delves into the issue of railway electrical infrastructure sizing and provides a review of the subject. The third chapter focuses on the railway simulator developed as part of the thesis. It covers the general principles, models, resolution methods, and post-processing of simulation results. The fourth chapter discusses the proposed infrastructure optimization approach, detailing the transformation of the business problem into a bi-objective optimization problem and the choice of the NSGA2 genetic algorithm for resolution. The implementation choices for this method are then presented. In the fifth chapter, the proposed optimization approach is applied to two case studies. The first is a simple test case with intuitive results, allowing for testing and refining the choice of crossover and mutation operators. The second case study involves a more complex real-project. The optimization results outperform those obtained through trial-and-error. Specifically, the optimizer can suggest a range of solutions that strike different balances between cost and reliability, providing engineers with objective decision-making criteria. In summary, the ultimate goal is to create a tool capable of optimizing the sizing of tramway electrical infrastructure while respecting technical specification

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Tillitson, Beth Lorraine. "Falling from favor: The demise of electric trolleys in Los Angeles." CSUSB ScholarWorks, 1997. https://scholarworks.lib.csusb.edu/etd-project/1367.

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Skoupilová, Michaela. "Návrh sídelní struktury soudobého města v historickém kontextu." Master's thesis, Vysoké učení technické v Brně. Fakulta stavební, 2021. http://www.nusl.cz/ntk/nusl-443700.

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This diploma thesis is focused on project of sustainable urban structure in Náměšť nad Oslavou. Specifically, in southeast area of the city between pond Rathan and dam Vícenický žleb. This urban-planning study endeavours to create a suitable structure for city area behind railways. There are relevant factors which influence the proposal, such as connection of the parcel to traffic network of the city and breaking down barrier of the railway. Other factors are slope of the terrain and significant nature and historical character of the city. The concept is based on perception of the city area behind the railway, as separated district of the city which must be connected to current structure. Conception of the area uses historical legacy of path. This path copy axis, which connects castle, statue on main historical square and Cristian cross on forest horizon in designed area. It is important to support natural character and genius loci of the whole city. The urban study emphasizes the effectivity of the land use, traffic connection, scale of the city, permeability of the new designed area, importance of pedestrian’s movement and cancelation of residential monofunction by creating of central public space. Placement of dominants is important due to view of the city.

Dissertations / Theses on the topic 'Urban railway'

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